Burlington weekly free press. [volume] (Burlington, Vt.) 1866-1928, 1887-09-09

hall
The first witness called was f. A. Chit
tenden, superintendent local traffic of the
Central Vermont. He testified as to the
rates of freight between Boston and Og-
densburg points, and showed by compare
tive statements. the tariffs of the Pas
sumpsic, ST. Johnsbury and Lake Cham
plain, Delaware and Hudson, Chicago
and Alton, Chicago, Burlington and
Quincy and other railroads, that freight
charges on the Central Vermont lines are
just and reasonable, and the rates for
| local freight were lower on the Central
| Vermont than on most of the lines named.
EX.Gov. j. Gregory Smith, president of
the Central Vermont, took the stand at
II clock and gave an early history of the
Central Vermont road and said that the
corporations properly could not be re
placed for less than Sl5,OOOOOO or 10000,
600. The road has never paid any thing
outside of actual expenses, taxes and in
terest on its bonds. The Vermont and
Canada. the Central Vermont proper and
the Ogdensburg road were completed in
1851 and made through line from Boston
in connection with the line of steamers
and the Lowell road to the chief western
points. In 1864, an all rail line was es
| tablished from Boston to western points
| by these roads and the Grand Trunk, Mich
| i
National Despatch Line grew out of the re-
lation OF these roads to each other. This
| fast freight line has no regular organiZa-
ton with president and board Of direc-
tors, but is called what it is simply to dis
tinguish it from the lines of the same
character, such as the Merchants Dis
patch, or the Red Line. All the roads
covered by the system of the Despatch liue
have the same form of way billing. The
Concord, the Lowell and the Northern,
being all short lines, gave the manage.
ment of the joint and local traffic to the
Central Vermont. Numerous disputes
grew out of the rates for this local freight
traffic. Finally in 1881, it was arranged
to have the Central Vermont manage it
as heretofore but to treat the other roads
south as one party and they to settle
their grievances amongst themselves.
The east bound freight is much heavier
than the west-bound. Upon complaints
from Vermont that the rates from the
West to Boston were less than those from
the West to Vermont points, we made
the Vermont rate the same as for Boston.
1t was great advantage to Vermont by
way OF cheapening flour and other west
ern products. AS business increased we
all felt the need of new cars. Outside
capital being fearful OF the scheme of
forming Car company the officials of the
roads OF our system in their private CT
pacitv organized such a company. The
cnarler OF the National Gar company was
obtained in 1871. Finally outside capital
was put into the scheme as the public
grew confident OF its successful operation.
These cars run almost everywhere. This
organization is not connected with the
National Despatch Line. The Grand
Trunk road owned the share of the cars
which the officials OF the road owned At
first, this company Directing to any other
arrangement SO Tar as it was concerned.
The competition for freight became so
sharp between the railroads that many
interviews We're held between the officials
of the competing lines. Differentials
were discussed, but without avail. The
Pennsylvania, New York Central, Balti-
more and Ohio and the Erie combined and
formed the four trunk lines leaving us
out. Contentious with this pool led to
the rebate system. Being invited to
conference of these roads in 1867, we urged
differentials and Scott of the PENNSYLVANIA
thought our claim Just. This conference
broke up in very bad feeling. A scheme
dividing the freight was devised at con
ference in Montreal in 1874. The scheme
did not work"
The witness urged the physical disad-
vantages of his road. The Central Yer
mont cannot live without its through
business. The Central Vermont has no
voice in making west bound through
freight rates. The rates of the present
day are much lower than formerly. The
patrons of the road think the present rates
satisfactory. The witness said he had eX-
planned before the legislature of this Stale
how it was that more profit came to the
road on butter shipped from western
points to Boston than from Vermont
points to Boston. The expense of hand.
ling the Local butter diminished the prof Is
to this extent He explained the cnarac
ter of the freights taken in these cars.
The first class rate from Boston to Chica
90 over these roads is IS cents and from
Boston to st. Adams 60 cents. This closed
his direct testimony and by request of
Senator Edmunds, who was i'll, the cross
examination was deferred until to-mor-
row morning.
The deposition of W. j. Farrell. agent
of the Boston and Halifax steamship line,
stated that his company does no Boston
and Montreal business. w. G.. Hall,
agent Of the Yarmouth Steamship com
pany anil w. H. kilOy, Boston agent of
testified 10 the same affect rs to their
lines. g. f. Williams, the Boston agent
of the Boston and Portland Steampdcket
company, SAID his company made Mon
treal rates, but the business was very
light, perhaps not more than GO tons "A
year The rates are the same as the Ma
lional Despatch rates. \. NJ. Graham,
Boston agent of the Northern Despatch
line via Boston and Providence boat
TO Newport News, Va, thence by the
Chesapeake and Ohio to points West
stated that the National Despatch rates to
Chicago points were lower than theirs.
His company has diiferentals but not 80
large as the Central Vermont's. b. ID.
Weber Boston agent of the Canadian
Pacific Despatch Line via. the Passump-
sic, said the rates were the same as by
the National Despatch. There was yet no
competition with that line for freight 10
the West as connections had not been
sufficiently formed.
Next to President Smith the most i'm
portant witness of the day was Arthur
Mills, general traffic manager Of the Bos-
ton and Albany He was present at the
Trunk line meeting last March to con-
slider the questions about to arise under
the new line. Mr.. Porteous represented
the Central Vermont. A scale of differ
entails for the Central Vermont was
suggested by an officer of the associa-
ton, to which all seemed to con
sent, but later that road solicited
freight on basis of larger differentials.
The ditferentials are only for the all rail
route. In reply to Commissioner Walker,
the witness stated that his line and also
the Erie and Pennsylvania have lake